Sailing and sailing gear



Sept. 14, 1943. RUMMLER 2,329,220

SAILING AND SAILINGGEAR Filed July 1'2, 1.939 11 Sheets-Sheet 1 Wren me:

Sept. 14, 1943. R. RUMMLER 2,329,220

SAILING AND SAILING GEAR Filed July 12, 1939 Sept. 14, 1943. R. RUMMLER ,2

SAILING AND SAILING GEAR 7 Filed July 12, 1939 11 Sheets-Sheet :s

mMM rae:

a a g Sept. 14, 1943. RUMMLER 2,329,220

SAILING AND SAILING GEAR Filed July 12, 1939 ll Sheets-Sheefi 4 Sept. 14, 1-943. R RUMMLER 2,329,220

SAILING AND SAILING GEAR Filed July 12, 1939 ll Sheets-Sheet 5 hwavrae:

Sept. 14, 1943. R. RUMMLER SAILING AND SAILING GEAR Filed July 12, 1939 ll Sheets-Sheet 6 Sept. 14, 1943. R. RUMMLER ,2

SAILING AN D SAILING GEAR Filed July 12, 1939 ll Sheets-Sheet 7 Sept. 14, 1943. R, RUM MLER SAILING AND SAILING GEAR Filed July 12, 1939 ll Sheets-Sheet 8 nw a/vro W NM. G u A1 fi I 6 m J A 5 a Sept. 14, 1943. R. RUMMLER 2,329,220

SAILING AND SAILING GEAR Filed July 12, 1939 11 sheets-sheet 9 abode- 1h Sept. 14, 1943.

R. RUMMLER SAILING AND SAILING GEAR Filed July 12, 1939 11 Sheets-Sheet l0 Sept. 14, 1943. R. RUMMLER 2,329,220

SAILING AND SAILING GEAR Filegl July 12, 1939 ll Sheets-Sheet l1 bird.

, cus omary,

Patent d Sept. 14, 1943 f sample AND SAILING GEAR udow Buinrnler; Chime 'go, 111., assignor ofionefourth to Burke Rummler, one-fourth to Jack Rummler, one-fourth to "-Rlldow Rummler, Jr.,- and one-fourth to 1. Wynfield Rummler, all of I -Gayncos, Calif.-2-

{Application July 2 19393551551 283955-- gifllaims. -(01. 114-39 The discoveries and inventions herein disclosed ire late to am'ethodiof transportation on the .sur-

faceof waterandinclude principles of actioniand structural details for .use in vthe art of sailing.

ZBhis application for patentsupplements an epplication for patent by .Rudow Rummler on Rigging, ,Serial No. 15722, filed January 14, 119,35,

nowl Patent No. 2,l'70,9l4,issued August .297, .1939.

The present application .ior patent claims im'- provements, inthe Tart .o fl'sailing, partly disclosed in the parent application, and'claims features of construction not disclosed in theparent application. I

Relvisionof the .eu stomary'lsailing methods and structures as here presented is made to combine withthe usual methods, and structures now in iusena mode of operation discerned in the windward worker soaring birds.

Because 'of the velocity. sllch tgcking mayjbe horizontal or pa rtly 'rertical .cirflacombination oifhoth 'but in all cases gravity and ftlleinertia of Vwe'ight and" .momentum is utilized for continuous 'workiinto' gravity.

water support vary inversely according to in crease in wind velocity; "The strongerlfthe wind becomesthe more load of the vessels weight is ,placed uponthe'wing' and less o'f itsload placed upon the water. A supporting wing at negative incidence receives a forward thrust -by the pull of "When .a breeze is light; under nearly calin. conditions,ito attain the maximum forward thrust in sailing, it is essentialthat the largest .possibl isail area should set vertical; that is n-o energy should be lost v b-y, eitherlift or depression, and if there v is a slight tendency for thelhoatto lean under such conditions, it should be, compensated for. by

restoring the sail'surface to a vertical position.

"The latter inay be done in case of the improved construction because of the mechanical set-up the wind or for gain on a change. of tack, In

flying, aside from propulsion due to sinusoidal motion of a partly flexible hinged structure,'jthe down stroke of aibirws wine i a pa t y. fi tive becauseioi a. sli ht ega incidence wi relierence' to the longitudinal center line of the A ,rig based upon the winga'ctions mentioned may be contrasted withwinged soaring machines as heretoforeconstructedj by recognition thatthe v i.dence",provided for the nosiuvea ie o in g d win fjstructurewould be fatal to successful windward work with the present setup. The sustaining wing as now used assumes a negative incidencajand fa. lateral tilting thereof and a'change 'of co-urs oi 'a' few degrees from directly into the windfis-eesential for utilizing the reaction "of l ftio "causing" the structure' to i that respectb rd soaring is simulatedbit the discoveries as now used in practical application have a broad distinction over the unchangeable-wing tea-ding of soaring birds, iii-that with this saiiingg vessel the Wing loading automaticaly increasesfl-asgit should, upon increase in Wind v1ocity ;i1The supportland sail need not lean with it.

of the .rig. The improved rig, therefore, doesnot necessarily entail a departure from methods of sailing commonly made .use ofwith fore-andaft rigs. fThe 'sail maybe operated in more strict accordance with the fore-and aft principleflo'i wertical sail setting than the heretoforejstandard arrangement of sails. Whenthehoatleans, the

The improvement, however, is a decisive dejparture from standard fore and aft rig'sj with reference particularly to the method of perf O1Ii'l ing windward work. The standard fore-and aft rig leaning 45 or more, in' a fresh vvind, loses a large part of the available power because of loss of efficiencyof th heel, and because the Vessel is pressed down, ,With the new' rig the lostpower may be put to work invarious ways-either to save thefull forward driving'fo rce of the wind or, 'to utilize 'by lift thatcomponentioi the power which normally forces the vessel down. The n'ormal downward thrust is convertedinto-an upward thrust, thu 7 decreasingdisplacement] and allowing more speed for that r'easonand also bringing into effective operation the action'of gravity for a forward/glide, When alifting thrust is added to v I horizontal thrust, the sum of the two provides 'a resultant enabling a boat to point withspeed about twice as near to the Wind as it-could without making use of gravity.

the

' To do that kind of work requires a balancedrelati-onship hetweenwindvelocity, weight and "sail area. a a g s "The invention has a class distinction over the art of sailing as customarily practiced in that the discoveriesinclude a method of inclined plane .sailing with lift on' all courses'or for use with engine power to attain high speed; In sailing or soaring. commensurate weight isessential for dejliveryaoixthe received 1 power into a forward glid- "with the sheet arrangement shown "1"8 ingelement of the yardshown' "with the sail furled.

power.

Figure 1 showstripod masts jformed oia fori and rearwardly extending struts "2 ing element'd for a yard. 5. j Masthead arrangements are u'res 6 and 10 whereinyards areshown mounted upwardly and forwardly 45. V I the yard in that'plane, a sail =8 carried the full lines 8, In this Fig. 20 is a fragmentary view or the we; end

of oneojffthe mast struts o'f "Fig. 19 "and shows a cleat for the-sheet tackle.-

'Fig. '21 "is a sectional detail of' one of the ends of theiyard shown 'inFig."'19.

Fig-'22 is a sectional detail-of the;center bear in l9 and ar ranged ,forpermitting-inward movement oi the I ;yardarm s f:orreefingpurposes. Y r

Fig; "2 3 'is a sectional detail through port and starboard booms showing the manner in which a sail "may be :furled between these fbooms, :taken on t e line 13-23 of Fig. 2c.

Fig. 2451s a side View in diagram of a small sailingxboat "showing the sail set for running before the'Wind;

'. Fig. 25 is adiagrammatic front view of a'sailing boat running before thewind, with two spin-. I naker-like sails added.

Fig. 26 is a diagram in side elevation illustrat 'ing a wing and-wing -sail-set-ting-of a 'yawl.

Fig. 127 is a fragmentary side view of the rig Fig. 28 is a side view "with ,the hull, to'which it is applied, 'partlybroken away. a v

Fig. 29 is 'a front View of a power vessel with wings or sails set at positiveincidence. '30 is a plan View of atripodmast including an arcuate track for a laterally *shiftable sheet control unit. j H Figs. '31 and 32am respectively front and side "View, outlines of a sail mounted 'foradjustment around a forty-five degree axis. 7

, Figs. .33 and 34 are diagrams showing compensatingtravellersfor control line -or sheets.

Due to the unusual lifting-strainstowhich this rig is sometimes subjected, 'sailcloth gandirigging "are heavier or stronger .the's ame size.

than usual in boats of With reference construction are coordinatedfor the single 'endfin view of maintaining any predetermined negative incidence of the sails in all adjustments thereof around fixed axes at theimastheadsandallowfavorable for anycha-nge in course. The control means is ;also arranged for giving "the 'sails a set of positive incidence which i fpsedfor decreasin displacement only when the craftisun-der motor wardly extending strut "l "and-apairbf laterally 'Th'e struts are connected at their upper ends by a masthead arrangement .3 with a diagonal trunnion-orbearillustrated a Fison shafts 6 and "I,,theiaxesofv which are parallel "with the forwardlyfiextending strut; The yardin this manner may be confined to swing'Fl-n an j oblique plane athwart the vessel e yard is inclined "By movement of thereby may move from a vertical position on either side The plane of movement 10f t of a rudder construction,

to therdraw'ing'sjall parts of the" pulling fin-wa'rdly on {the sheet at oneside th'e sheet'pays out an equal extent on the opposite means the sail: is swung more or less around the masthead between itswertical settings on opp'ositejsidesiof the "boat; The block l5is held tationary' by tackle l8. The -tackle la passesiround a'bloclr "=19 anchored at the'ba'se or)forwlardstrutFl and from' thereto a cleat *2]; Fig. '19. "pulling rearwardly on the tackle,

' b1ock- 45 is run fcrward;hence "both booms I 3 and I1 are swung m at their-after ends or down toward the deck. 7

ya rd--is-free to turn in its bearing 2'l", -Tig.f l' 0',1 or the boot s are free to turn on their connection-with thefsrard, Fig-21. Forward chbllinesl 22 and'23 are attached to thefb'oqins about m dwa between the yardjarid for wiai d'nd offthe booms andfextendfdown to attachment points--at' the' deck or, as in Fig. 19',

' attachihentpoints -M at-theends of a crosstree oi" whisker boom 25' carried by strut These control lines determine the minimum negative ihciden'ce cf the sail. and rarely need adjustment.

eneetrnese attachment poi-nts 24 and the ateasement point 128 on the boom, are equidistant whether thesail is hammeryertioal, "Fig. 1'9.

sail is swung from horizontal to verone' f themhecklines is: under tensionand e m Is the team that is moving up to assume rafvr ti-calmosition The line' zzg when shiftedto for limited variation oftheinci'dence as maybe the T22 bositiomfisfunder tensim-holdin'glhe boom vertically-and over to fweather. fThe vert'ical'boom isalso held to weather bythe sheet 412, which is attached thereto between the mi e v.emi of the boom and the yard.

While the minimum negative angle ;-to which Ut'h'e sail may be dramiby sheet [2 is determined-by checklines 22 and 23', the maximum negative angle 'is-deterrnined by how much sheet 12 "is naidflout.

is rearward of the mast, thereforethe sailtends s:to--swing npwardlyand outwardly at its rear .end' and check lines' z-z and 23 become slack when of the vessel as indicated by the brokenlines 8", i

Fig. 19, to the horizontal setting indicated by figure, the sail is not strictly horizontal but has a iew degrees negative incidence with reference .to .a iore-and-aft cone terline of a hull. This r-iegative-incidence; with the forward end 9 of the sail closer to the deck "the line-s'to take a greaterfstrain thesheet ispaidfout to permit the craft to run betorethe wind; as illustrated by Fig. 24. The ;f.orward apex of=the sai1 is then moved down :tovvard theEbow. But-if the craft runs before 'ftiile wind with a verticalsetting of the sail, as

indicated by' .Eig. 26,checl line 23 is taut, holding the port boom 'l l over to-windward.

' Oper-atingmeans for a single runsheet is illustrated by Fig. 12, I

InFig. l the checklinest and: sheets I2 are shown aspass'ing ffrom the deck through blocksi h m and back to. the "deck to permit than possible with a single. length. t I

.With the sheet arrangement shownin Fig; 1,1 the ends .of theiline .are,.anchore'd ,to :a .double drum arrangement, Fig.fl3, one end of the line ,at llland the other end at {28. Onthe double drum unit 29 the lines follow around the drum of incidence increa' es according to the Thecnte'r of area of the sail in 1*opp0site directions so that by turning the drum, the :sheet'; will pay out 'on .one; side and b e-wound upon the opposite side;

-;, These drums are rigid with'a wheel on hollow shaft 3|. The strains on opposite ends of the sheet are generallyequal, hence the sail may beswung over with ease and tends to remain whereset. Midway of its length, the sheet is anchored to a winding --dru n 1 32, the function of which is to draw in simultaneously on both leads' of thesheet and thus; operate against wind power due to the majorarea :of the sail beingrearward of the .mast and the necessity of drawing this portion of the sail down or in against thewind. Drum 32, therefore, is shown ascarrying a worm whee1 33to which his con .nected through hollow shaft 34.

A'transverse worm shaft 35 is provided with an operating wheel 35 so that drum 32 may be manually rotated. The worm shaft-also car.- gries the armature of'amotor-31 .to enable" the use of electric power'for drivingdrum 32. The

winding 'drums rotatearounda fixed shaft 38 supported in a frame structure 39. This frame structure also is provided with finished bearing surfaces for engaging the flanges of the drums.

. A ships wheel 40 with a steering drum is rotatably mounted uponthe'hollow; shaft 3|. The unit shown in Fig. 13 provides convenient ;.oneman control of a sail by the helmsm-an.

, The single drum- 32 for taking twoleads of the sheet and hauling the sail in against the wind is repeated at 42,;Fig. 3.-,-This drum is fast on a shaft 43 to which is also secured the operating wheel 44 for the drum. 7

A lantern wheel or pinwheel 45 is keyed to the opposite end at shaft 43., This wheel serves as a ratchet to prevent unwinding of a sheet and forthat purpose coactswithaoouble escape- Qmentpawl 45. Inwinding up the sheet, opposite .ends of the pawl are alternately .cammed away from the pins. The-pawl has-a handle Il l lwhereby it may be oscillated .to perm-it the ,sheetto' unwind step by step-and'let the sail lift or swing outwardly by the wind.

. [.In connection with drum 421adouble drum 48 ,Fig. 4, is used for paying out and taking in opposite leads of the sheet. This drum is manually .operated by wheel 49 and power "operated by motor 50. Motor 50 is reversible under the control or switch 5|; and to illustrate how a plurality of sails,,such' as inFig. :1, may be-brought over in gunison from tack to; tack, a plurality of motors is shown in Fig. 4. a

Fig. 12 shows a windingpnit'suitab'le for sheets .that do not double back around blocks on the booms. A sheet leads from anattachment point .52 on the starboard booml3, Figs. '5 and 9,

through fair leaders 53, Fig. '12, to an anchoring vpoint on the winding drum 54. qA wheel'55 rigid with this drum, if turnedto the right, winds up to draw the starboard boom l3-down-t0 the right and swingthe sailover. Drum 54 carries a bev- .eled ringQgear 56fforming part of differentiah gearing. The planet pinions 51 rotate on spider arms 58 rigid with shaft-59 and. mesh with another ring gear 53 fast to another winding drum 6| which with drum .54 is loose on the shaft.

The sheet leading to the port boom is anchored to drum 6|. Drums Stand 6| under the control of wheel rotate in opposite directions. Hence, when one sheet is wound, the other is paid out.

To rotate both drums in the same direction and take in on both sheets shaft 59 is rotated to carry the difierential gearing around without relative .drum 54 to drum-6 I.

the driving means water.

1 1 purpose of rotation between the drums, unless wheel 55 is at the same-time rotated for that purpose. v I. Shaft 59has a bearingv at 62 and carries fast a worm wheel 63. Worm shaft is operated by wheel 55. The worm gearing normally holds the spider 58 stationary and. this prowldes the fulcrum for transmitting opposite rotation from The strainaon the sheets'is about equal on both sides and there is not much likelihood of wheel 55 moving away-from the position where it is released. However, .astrap brake serves to retain the drums in set positionand is useful-for example after the wind has gone down and the seais still running. Foreand aft oscillation of the sail is prevented by taking up on check lines 22 and 23, Fig. 17. In that manner slack is taken out of the sheetsand the sail is held rigid with .thehull. Y 1

Referring to Fig.'19, the checklines 22 and 23,

having the. function of determining the minimum sents a planein which the sail may set when at ,positive incidence. To allow for such setting of the sail, the point of connection of the checklines ischanged; for example, from attachment point 24 to attachment point 68; r

Such an alteration in the checkline hook-up is made when changing from operation under sail tooperation under power. The checklines may lead to worm gear operated winding mechanism as shown by Fig. 17 in such cases, where the control of the checklines is desired, from the cockpit or helrnsmans position. a r

' In Fig..19.the rigging is shown separated from the hull, representedby the line l0. 'To apply the rigshown in this figure to a hull, thev hull is equipped with attachment means such as an eye 69 in the bow and a pair of eyes 10 at. the

Fig." 19 alsoindicates by brokenlines an outboard motor 'l3'attached to the hull. One of the purposes of the illustration is toshow the adaptability of the rig, either for sailing or for cooperation with mechanical propulsion means. In the latter case, the sail sets with a positive incidence as indicated by the lineBl and has the function of partly supporting the driven craft in air while The particular yard construction indicated by Fig. 19 is detailed by Figs. 21 and 22. At its center the yard is reinforced by a tubular metal housing 14 having-.afpair of laterally extending ears J5. Ears 15 are apertured-at l6 forthe reception of-a bearing element by .which the yard is attached to themas'thea'd. For this purpose the masthead has a U-shaped support 11. Yardarms 18 fit within the housing 14 and may come together at line 19 when stop pins 80, are removed from the housing. This arrangement ismade for allowing contraction or reefing of thesail... v

Booms. I3 and. IT have central tubular reinforcements .8]. Surrounding these reinforcements are clevises82, Fig. 21, which have pivot connections '83 with eye bolts 84, threadedinto the .endof. the yardarrn. By turning the yardarms the booms may be shifted outwardly or therefor has traction in the the wind before it reaches as angle from vertical. To correctly compensate for that change'in setting of a sailwith reference to the wind,- it is essential to turn the sail on two axes to hold the course and maintain the same anguis had upon thelateral resistance of a healer the downward pull of gravity. Insofar as the vessel is lifted; its speed is-increased and the rig is less likelyto be torn away as is the case-when a vessel is-free to nose into the water. I 1

Figure 28 illustrates arudder construction adapted for aiding a-vessel= to nose up or to check speed. The-vertical' fin'lw of the incider is supplemented by a horizontal fin I2 I. Rudder post I22 is -journaled ina bearing I23, which bearing is :pivoted to} the hull by ahorizontal shaft I24.-

sel is steered to right or left but maid in lifting the nose of the craft the tiller may be depressed .1

around shaft I24. Tackle I25'may be used for of the nose of the rudder toward the hull.

.The stern of hull-I21 is shown asClinker-built at I28, with the strake'slrunning transversely to provide steps and to. let air. in where the hull pulls a stern wave. Figure29 shows thatthe sails may beset at positive incidence to cooperate with engine power for causing a vessel to plane upwardly in the water; and become air-cushioned. The positive incidence isitexaggerated in this View, as would appear when looking somewhat upwardly at the sails. .When the sail is horizontal the leading edge is, as long as thexleech, and when the. sail is vertical it has a leading edge about the'flength of. the boom. i

Provision for lateral stability is illustratedsby Figure 30... :The sheet-winding drum' indicated by I29 is mounted upon .afbase I30.Which is flanged around an arcuate. track. I3I extending between the base pads I32 for rearwardly extends ingimaststruts 2. The. cables I33 extend: from anchoring points I34 at the .-lower:ends.of the struts tofapdouble-winding drum I35=operated l by wheel I36; The cables are wound oppositely around, drum- I35 .so thatwhenthe drumis turned, one cable winds and theLother cable unwinds. Thus :the sheet-control unit I29. is shifted to right or lefteandthroughthe sheets swings. the sailaround the masthead. yard bear; ing .I3'I. The center of .areaiof thexsail is=.rearward of the mast.

,The lateral shift is taken care of withoutlthe such purpose and also serves to limit oscillation [bearing on a "45:axis in connection" with a yard that may turn on its longitudinalfa-xis;

fFigure 32 shows the sail 'vertica-l, edgewise to the wind; starboardfbooni I 3"representing the leading edge. The" meeting point I38 of the booms isheld in line with the 45 axis at masthead I39 by tackle -I4IJ." By cantingthe sail I slightly" on this axis, the sail'sets close-hauled.

By moving it furthenas indicated 'by'the dot and dash lines. I4I-,' the sail is setfifonreaching and then by movingit still further toth'e full line po-, sition,-shownby' Fig. 81 the sail -=is setjfor r\1n' hing; "It then receives approximatelyas much lift as horizontal thrust; {I'he-sail is capable of more e ifective driving at's'uch'-45' setting than it could Byswinging the tiller I25 laterally, the ves-'v have in avertical-position, when the Wind is of suiiicient strength to harmonize with the weight th craft Figure 33 shows an arrangement of sail control lines not necessarily requiring winding drums'and to providefor' compensation; between the checklines 22 and 23 and the sheet I2. Sheet I2 is theronly line operated for thepurpose of controlling theangular setting of the sail. --As it is hauled in on one side, it pays out on the motion with the. vertical center axis for theyard and the particular placing of the forward checklines, allows .for .rotationof the sail in its plane, preliminary to lateral cant of. the sail. By .taking up on a sheet at one side,the boom to which it is'connected swings forward ardundthe mast, the front end of the boom moving to weather on anew tack andthe center ofarea -ofthe sail:

moving over toward the lee.

other. The sheet passes through deck fair-leaders I42 and through travelers I43, riding on horses or tracks 144; Gheek-lines '22 and 23 are attached to the travelers. By directing the vessel ahead of the wind,- the sailis "swung as far as the sheetjwill permit, moving the travelers aft and tensionin'g both checklin'es 22 and 23.

'With the checklines anchored to the deck at I45,-asin Fig, 34, both checklines 22 and 23 become slack whenrunning before the wind and oneonly, the weather one,-is' tensioned as the sail shifts toward the close-haul position. In this diagram, the sheet I2 passes aroundablock I46 carried by traveler I 41 on track- -l48. The sail is lifted to" a running position by releasing line I49 leading back to a cleat. All cleating may beavoided by using an arrangement such .as shown in Fig-117. Fig. 17 shows a pairlof.sheet-control'wheelsiI50 and I5I providingleveragaas the winding drums. I52 and .likethat shown in Fig. 2., the sheet pays'out.

'Q'Fi'gure' 17 includes a worm-operated drum I56 for checklines 22"and' 23 and provides for quick adjustmentof these lines fromg forexample, sailing withn'egative incidence of the sailor operating under power with positive incidence, as illus- 'In the production-of a practical rig to comply with'whatis considered; normal I sailing in combinationwith soaring, and with'a possible gradualconversion* to predominance of 'one action' over theother according to the available air ve-.

locity, the-construction requiredis both for sus-,.

. he soaring tactics ofbirdsgand theanato i escapee pension of a sailfrom *a mast and-iii turn sir-s: pension of the hull from the slain-Thesuspen= sion means shown is of spider=-formincluding the sheets, checklines and the'mast. A. sail or air foil'of substantially ri'ght triangular outline meets minimum space requirements for the'comwand the-closet hauled position the vessel pound movements'lreq'uir'ed of. the sail; The sail I I has universal weather-vane action: beingfre'e to set vertically or horizontally and shift from avet tical setting'ononeside to avertical setting *on the opposite side, The forward apex of. the: tri angle rises as the sail 'moves toward horizontal and then dips as the sail again COmQSzbQick. to :a

vertical position. Further provision. is made for a. limited rotation of thersail' in: its own plane when settinghorizontal for the purpose of maintaining lateral stability. Y I

' Operation I Because of thelocation of the'cen-ter' of, area of the sail, there is a tendency for the'sail teassume a neutral horizontal position (or set more,

or less vertically with the major area in back: of

the mast. The center of sail areais preierably locatedtwi-th reference to, the center of. lateral resistance of the hull, as customary with iorerand aft rigs, to cause the vesselyto head into the wind when thewheel islet go. Withoutwind to hold it up'the sail falls towardhorizontal; as far as the checklines will let it'go. l Rest-raining means automatically limit all mo: tions of the sail and the sail is always either wind, as normal-in,sailingvessels; or is lifted by the wind into a oaring position or'is positioned for a combination-oi sailing and soaring. The

erati'on morei nearly approxim ating; than of cause 'ciithe customary minor: degree or. inclines timer the stays Whern'th sails alre shiftedi heels, the fwind haszthe effectf'ieil' delivering. a downward cemponent: in its: thrust}. and: hence causes th'eive'ssell to needlesslylabbrf-atire'duced speedifmm whatiiitlrm ght have. iritiiis detrim Ena-f tal component were 'utilizediforf-liiit and reduction er; displacement and rendering: :gravity effective for forward: propulsion: Al that "isrequired to overcome;thatiidefi'ciency ld rigsiista subs stitute therefor-a: construction and; mode of .c'p

nat-

uralwin'gionns andaactiont i I The: irwenti'on is: directedllto improvements the: art "of efiecting windward: work *andlztozutil izin'g horizontal-inclination:plus grayity fomdriw ing on 'allcourses; E hel-apparent sailing roibirds to windward has generally:beenaahcounted-"for by their facility. fbnmakingiusezof: upwardi'draits of air, .which si-fobviously a fact under: some-con;

ditionstwher'e there: is proof of an; upwardt-draiu such as a sea ibreezepassing:upwardlyroverashore cliffst." ."Lhe'art: of sailpla'ne soaringq has been developed: mainly. due :to La recognitionand: use of j-suc-h' upwardrdraftsa These iiiiwardadi'aftg are knownto --=be=1caused by 'other: than: topographie swung outwardly to operative position by 'the extent of outward and; upward swin of the sail is controlled by permitting a sheet, extending, to both sides of the sail, to payout as required, Thus the setting of the sailior'a particular-course is-dependent upon how much freedom} is, given the sail by paying out thesheet on two sides. The same sheetcontrols rotation oflthe sailf rom yerticalto-horizontaland back to vertical pQs-ition bymeansof-a differential winding drum,lwherebythe sheet'may' be paid outon-one;sideand hauled in on the other side, orrl l 'l leads ofthe sheet are .hauled down; when they leechofthe sail ,isabove the mast, or hauled;inlwhen the leech ofv the sail is 0ft to one side of the vessel;

The sails overheadrotationisused te change 9 tack. Such rotationis a variablecompcund aca-coincident fore-and-aftdip and sometimes "is accompanied by a partial rotation cit-he sailin its plane;

I cal characteristics thereof provide useful information. for improvements in the" arts of sailing and rigging of vessels. Conspicuous differences between a soaring bird and sailingvessels, as

commonly rigged, is that the wing structure of tion mainly on a central fore-and-aft aXis.,-with the bird is more horizontally extended and with angularly related surfaces facilitating change of tack with a minimum change of course while that of the ship has a vertical setting. The

birds' wings receive a sustaining thrust on all courses, whereas in a ships rig, a liftingdorce is made use of at times with some sails when running before the wind, but not on other courses.

For example, in a fore-and-aft rigged vessel head 7 sails are commonly runup on forestays, which are inclined from th stem or the vessel to the mast. Thus, in running'before the wind there is some lift; but generally not of high value heing order, independently ofthe hulls to which cal contours forexamplevanying' radiatingi 6& pacities 'offtheze'arths suriace as bctweensa' desert andaforest. .2132; From. applicant's observations horizontal currents are amply: sufficient for windward-work of highiefii'cie'ncy; provided the wing sets at nega= .ti.veiincidence; "and there is suificient'weight and appropriate form and: wing -:area=11consistent with.

wind velocity. A- bird ofcorrectzweig-htfor work' "j ing against a wind of:twenty:mile sperhour, upon a-lighteningof the breeze, presumably find l -a' A criti'cal condition where it can'rio longer soar against thewind, and also finds a critical point 11pon"strengthening of the wind, renderingimpossible :further windward work. The birdiswing suriacesand body are in such angular relationship; as to present toithewind tacking surfaces, usefulforeither port'or starboard tacks by a; few degrees of change oi course. .Change of -tacli -is effected without loss of sustaining wind. and with use f momentum inertia. With: normal soaring there is probably a slightshiitcf: the cen-ter setting, the sail has a partial rotation in its own plane while performing a compound tilting action, the boatwhile sailing is normally sustained by water except for lift from the wind, and has the addition of lateral resistance of immersed fins and a hull, and has an engine enabling an artificially efiected increase in wind :velocity by 0 use of mechanical power in driving the vessel along the surface of the water. i

structurally, this rigging is of such a nature that'it may be manufactured complete in workit is app1ied,'or may be madeso that the com ponent parts are built in or sec'ured to the hull structure or framing. When built on the-hull, the mast may be stepped as usual with perma-' min; stays andshrouds, but the .mast" height is reducedone-half to two-thirdsandeven three-, fourths of that customary'in rigging with equal sail area. When the rigis manufactured inde I pendently of the hull, itchas an open base made to rest upon the deck,vfitting within or clamped to the rail of the hull to which it is to b applied,

.A1 tripodsmast is convenient fortha-t set-up; -and the struts thereof, which with the-:rigfi'atfre'st take weight compressiom. are anchored to the base and include tension arrangements'to'prop: erly resist stresses in all directions. a

The:.booms are vpivotally connected together at their forward ends; .Thislpivotal connection is made between clevices clamped .around the forward ends of the booms, and links are pivoted to the'clevises at one endand together at their oppositeends. The cpurpose'of thelink connection between the. forward .ends .of'the booms is v to provide an automaticmea-ns for controlling the air foiling of the sail. :The minimumyfulh" ness of: the luff of the sailis regulated by check cables from the pivotal connection of the. links toa collar .on each-boom. This collarmay be fixed or permitted to slide slightly between stops c on the boom. The collar; has an eyehaving'a turnbuckle connection -with a jackstayfor. the boom. This jackstay serves. to strengthenv the boom against excessive inward bending .byjthe strain of the sheets. c c T,

The details of construction (mentionedin; the precedingparagraph, in connection with ayard for spreadingthe' booms, have anefiect on operation in several respects. fiat without allowance for curvature .to giveit form naturally assumcsla substantially correct 7 form. The booms set in the same plane irre-'" spective ofthe angular position of the sail with reference to the mast. The construction is'distinguishable in action from a sail supportedby a gafiwherein the gait usually sets'at a difierent angle'than the foot or boom end of thesaill I; "A Marconi sail also warps more -or less with the peak portion of the sail setting at a difierent angle than the foot, and the tapered peak conc stitutes a useless drag th'rough the air. e i

Another distinction between the improved rig and a gaff arrangementisthat-the former is balanced both statically'and dynamically and may have a relatively lowered center of effort with equal area. 7 p H Theuse of mechanical propulsion meansin connection/withthis sail for supplementing the effective velocity and direction of the windy/hen sailing is for increasing speed by assisting-infra ducing displacement.- Under calm conditions when power is relied upon exclusively, thesailf, aside from being used forbanking on'turns,

A sail made perfectly plane when taking off and is of, value for increas ing; sp eed;onlyfin sofar as windage may offer "less resistance than would result from the added displacement without the use of the sailr The propeller; however, has traction in a medium having seven or eight hundred times more density th'anythe air acted upon by the propeller of a seaplane. :While.jsome-of theillustrations show the sailat positive incidence, the intended normal setting of the sail .on most courses I and with the assistance of a working engine, is at negative incidence; that is, the entering nose of the sail is low and the leech endahigh with reference to the deck line; Expressed'lotherwise, the sail is at an angle of declination and intacking must also be' canted laterally. Thus; if the, craft .were dropped through still air, it would plane down forwardly and to one side.

I claim;

A triangular s'ail,- supporting spars-on two sides-of sa'idsail, a yard connecting-thetwo spars,

of the sail'in line with the vertex of the triangle,

said vertex constituting the forward end of the sail, andthe axis of saidbearing being forwardly declined substantially"forty-five degrees from horizontal; means pivotally securing said yard on said bearing and means for rocking the sail laterally on the declined yard bearing to alter natesaid two sides of the sail between-vertical and horizontal positions. 3. 'A sail of substantially triangular form hav'-' ingspars'disposed along two sides and a trans "merely functions the same as the wings of a seaverse yard connecting said spars and disposed betweenthecenter ofarea of said-sail and the coverging ends of said spars," a fixed mast for supporting'the sailia bearing for'the yard at the top of th'emast and midway between two sides of the sail in line with the vertex of the triangle} said vertex constituting the forward'end of the sail," and th'eaxis of said bearing being forwardly declined substantially forty-five" degrees from horizontal, means pivotally securing said yard on said bearing, and means on said yard providing an axis of rotation for the sail perpendicular to the' forty -five degree axis. a I

y RUDow RUMMLFlB/l 

